1uz wet sump - sump mods/windage/scraper/traps etc

[ed]

just thought id make a post outlining the sump mods i did to version 2 of my engine...*

thanks go out to Jason @ JMR fabrications for the time and effort spent working with some pain-in-the-ass ideas and designs, and actually helping bring them into reality!



*...not that i believe that there was an oil surge issue underlying the previous bearing failure, but just given that bit of extra time this time around, we had the opportunity to tweak a few things and improve of the existing designs.

up straight - the toyota pan design isnt half bad out of the factory. there isnt 100's of hp to be had here like the old iron block v8 books love to talk about. but it isnt perfect, and theres some things to be done given a bit of time with it.

first up, the pump pickup sits a mile off the sump floor. something in the realm of 7-8mm id say. i spaced my pickup mounts off from the bottom of the block about 3-4mm, leaving about 4mm of clearance from sump to pickup. now as a precautionary aside - its worth noting toyota pans have channels ribbed front to back in the steel belly, so in the unlikely even that you smash the sump into a ripple-strip and shove it up against the pickup, it wont suck flat and surge (you hope!)



secondly, the oil returns from the head are down the outside walls of the block, and generally empty into the sump below the level of the bulk of the rotating assembly. there's some small guides built into the alloy pan to keep this return oil away from being swept into the crank windage but its a bit half hearted. we simply measured up how much free space we had and extended both the height and length of the guides to keep the oil on course to the pan.

[ed]

thirdly, our windage tray and crank scraper! this was fun to design and make. basically a sandwich assembly between the block and the alloy half of the sump. this was the prototype design that we continued working with, and ended up installing...the only issue is that the leading conrod per journal has a different swept profile (at the scraper mounting location) which i didnt allow for in this design. the scraper face, as a result, is around 7-8mm of so from this leading conrod (see pics), and it really requires its own face on the scraper for improved efficiency. otherwise the clearance to the counterweights and the trailing conrod is spot-on at 1.5mm (60thou)









built into the scraper was a unidirectional windage tray made of fine pressed steel mesh. half designed, half by good luck, the clearance of the mesh to the crank starts off wide, gets closest near BDC (4-5mm), then widens back out again as the crank approaches the scraper lip. these changing clearances might just act to change the pressure in the windage cloud enough to encourage a low pressure expansion just prior to the scraper lip, increasing its effectiveness.







the sump pan itself was attacked a few ways. the first was adding around 500-700ml volume through side wings, and then second was controlling this volume with trapdoors. the trapdoors are located around 25mm from either side of the pickup, and hit the pickup at full excursion giving a positive stop to their range of motion (ie cant flip up and jam open). the tops of the trapdoored sections each have an unsealed roof to allow overflow and wayward drainback to occur unhindered... the idea though, would be that most drainback would be deflected down into the centre section with the pickup







we tested the system out with plain old tap water, and the trapdoors and clearances are more than perfectly effective in keeping a large volume/depth of oil in the pickup zone even under quite violent fluid motion and at varying low levels of fluid capacity

thats all ive got pics for at the moment. the only other things worth mentioning are: we welded a small strip of steel reo on the outside leading edge of the sump as a bit of a bashgurad, and also, note that if you sandwich a 1.2mm steel plate then the lower 4 bellhousing mounting bolts will be shifted out 1.2mm also... thus the 4 lower holes in the bellhousing will need to be slotted to accomodate! (thanks mos!)

hope thats interesting to someone!

cheers
ed

[Norbie]

Top effort, I've given this a lot of thought for my 18R-G, it's very helpful to see a step-by-step build.

[mrshin]

Interesting indeed, gives me a few ideas to look into when I (eventually) put my 1UZ together.

[ed]

update on the sump itself - we were still having issues with surge control with that sump baffle design, so weve pulled it all apart and gone for a complete remae of the baffle design

we remade the trapdoors that basically completely seal when shut now, theyre also lighter and swing open more easily. we put some curved vanes into various areas of the belly that dierct flow towards the pickup during various dynamic g-forces, and we also put some top baffles in just below the roof/windage tray that defelects oil back twards the centre of the pan during large movements of oil...

... water test with anything from 1/4 full to overfilled was 200% improved over the last design with the central pickup section remaining filled, and no water made its way out of the sump at all. its pretty cool to slosh this thing violently around and see the oil remain pretty stable, and not only that, but see the central zone fill to 75% capacity and yet the side wings sit at barely 0.5cm deep... and it all stays that way, its cool

[PlacentaJuan]

whats the points of the extra capacity sections when they are completely blocked by the hinge things?

when you fill the sump with oil i assume the whole sump will fill, but then when you go racing, all the oil will be forced out and where will it go?

i can see a big cutout in the right side but what about the left?

[GT1978]

Basically the hinged sections bring the walls of the sump closer to the oil pickup so it is kept in the deep section of the oil as it is angled by the G-forces. The flap on the side inside of the corner swings open also due to the same G-forces and allows extra oil to flood the centre section and keep the oil pickup submerged.

[oldcorollas]

my image of trap doors is having them swing easily and seal, but sit slightly ajar when in rest position... so that oil can flow behind them normally, but they seal when it starts side loading.....

do you expect a lot of oil to return to the sides? or all? or most of it to return to the centre section?

[The Real Roadrunner]

it will return to the wings fairly easily with 0 G's as they aren't sealed and at rest the doors are slightly open (not by much) during cornering loads you are relying on the inside wing capacity to keep the centre filled.

any oil returning from the heads/block will probly fill the outer wing due to the G forces acting upon it.

normal driving it would probly fill everything equally but we're trying to build it so during a sustained high G corner (for eg Turn 1 at EC) it will supply enough oil to the pickup for 6secs of so before you straighten back up.

during a slosh test the results are extremely good but we won't know till it sees some track time.

considering there is about 3 litres of oil between exiting the oil pump and returning to the block it should have a more than resonable buffer to stop surge but its still something that may need some R&D.

PJ there is only a hole for the dipstick and a cover over the new sump breather, but there is a 5mmm gap the whole way around the baffle plate for the oil to spill over the sides.

cheers
linden

[ed]

quick water test at 3/4 capacity today suggests about 6sec sustained 1G (45deg) oil control (not taking into account oil return to sump from crank/heads etc)

[JustenGT8]

How many track day daily drivers does Turn 1 @ EC claim?

[thechuckster]

how is this stacking up financially compared to a dry sump with scavenge only that feeds the factory oil pump?

[Draven]

How many track day daily drivers does Turn 1 @ EC claim?

excellent question. anyone?

[oldcorollas]

http://www.google.com.au/search?hl=e...22+surge&meta=
http://www.google.com.au/search?hl=e...k%22+oil&meta=

[CrUZida]

quick water test at 3/4 capacity today suggests about 6sec sustained 1G (45deg) oil control (not taking into account oil return to sump from crank/heads etc)

Does that take into account oil leaving the sump via the pickup ?